KR102032260B1 - Control method of air conditioner for vehicle - Google Patents
Control method of air conditioner for vehicle Download PDFInfo
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- KR102032260B1 KR102032260B1 KR1020140050563A KR20140050563A KR102032260B1 KR 102032260 B1 KR102032260 B1 KR 102032260B1 KR 1020140050563 A KR1020140050563 A KR 1020140050563A KR 20140050563 A KR20140050563 A KR 20140050563A KR 102032260 B1 KR102032260 B1 KR 102032260B1
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Abstract
The present invention relates to a control method of a vehicle air conditioner, and more particularly, to control the compressor to reduce the load of the engine in one way to prevent the engine coolant temperature rises sharply, the coolant temperature of the engine is the target coolant When the temperature is reached, the target ECV duty can be calculated using the target coolant temperature and target air conditioner pressure, and the compressor can be controlled based on the target ECV duty calculated above, thereby reducing the load on the engine and reducing the rate of rise of the coolant temperature. In addition, the present invention relates to a control method of a vehicle air conditioner that can prevent a sudden rise in the interior temperature and prevent the discomfort of the occupant.
Description
The present invention relates to a control method of a vehicle air conditioner, and more particularly, to control the compressor to reduce the load of the engine in one way to prevent the engine coolant temperature rises sharply, the coolant temperature of the engine is the target coolant When the temperature is reached, the target ECV duty is calculated using the target coolant temperature and the target air conditioner pressure, and the control method of the vehicle air conditioner to control the compressor based on the calculated target ECV duty.
In general, the vehicle air conditioner is a vehicle interior that is installed for the purpose of securing the driver's front and rear view by removing the frost, which is stuck on the vehicle glass during the rainy season or winter, or cooling or heating the interior of the car during the summer or winter. These air conditioners are usually equipped with a heating device and an air conditioner (hereinafter referred to as an air conditioner). The air is heated and cooled by selectively introducing outside air or bet, and then air is blown into the vehicle's interior to cool and heat the vehicle. Or ventilate.
The air conditioning apparatus operates according to environmental conditions inside and outside the vehicle and control conditions by the user to control the interior environment of the vehicle.
In the air conditioning system, the air conditioner, that is, the air conditioner includes a compressor, a condenser, an expansion valve, and an evaporator, and the refrigerant compressed and discharged from the compressor is condensed in the condenser, and then expanded in the expansion valve, and then supplied to the evaporator. The water is evaporated in the process of cooling the air supplied into the vehicle and circulated back to the compressor.
The swash plate type compressor is applied as the compressor, and the swash plate type compressor has a fixed displacement type and a variable displacement type.
These compressors are driven by receiving power from the rotational force of the vehicle engine. The fixed displacement type electronic clutch is provided to control the driving of the compressor. However, when the electronic clutch is provided, there is a problem in that the RPM of the vehicle flows when the compressor is driven or stopped, thereby preventing stable vehicle operation.
Therefore, in recent years, a clutch is not provided, and the swash plate is always rotated with the driving of the engine, but a variable capacity type that mainly converts the discharge capacity by changing the inclination angle of the swash plate is mainly used.
FIG. 1 is a cross-sectional view showing a general variable displacement swash plate type compressor. Briefly, a rotating shaft 2 installed inside the compressor 1 and rotating by driving of an engine and installed on the rotating shaft 2 will be described. However, the inclination angle is installed to be variable to rotate with the rotating shaft (2) and the swash plate (5) connected to the plurality of pistons (6), the electronic control valve for adjusting the inclination angle of the swash plate (5) for the adjustment of the refrigerant discharge capacity (Hereinafter, referred to as 'ECV').
The ECV 10 is driven by electrical control and controls the pressure in the crank chamber 3 by controlling the flow rate while guiding the high pressure refrigerant discharged from the discharge chamber 4 to the crank chamber 3. When the pressure in the crank chamber 3 increases, the inclination angle of the
Accordingly, in the case of the variable displacement swash plate compressor 1 employing the
As a result, the amount of refrigerant supplied to the evaporator (not shown) varies according to the duty of the
The duty of the
In addition, reducing the load on the engine in the vehicle is an important factor to consider not only in terms of improving fuel efficiency by reducing the engine overload but also in the life of the occupant.
In other words, the engine cooling (Cooling) is a very important matter related to life, and the method of checking the engine cooling is determined by the rise and fall of the coolant.
As a method of cooling a vehicle engine, there is a method of driving a cooling fan, which is a method of directly cooling the coolant of the engine, and a method of preventing an increase in the coolant by indirectly reducing the load of other components.
In vehicle air conditioning, air conditioning is a major load increase factor. A method of reducing the performance of the compressor 1 is effective as a method of reducing the air conditioner load. In this case, the performance of the compressor 1 proceeds by lowering the duty of the
In particular, in non-ideal conditions such as high hill conditions (steep hills), the coolant temperature of the engine rises rapidly and more heat load reduction is required.
Therefore, conventionally, when the coolant temperature of the engine rises above a specific temperature, the target ECV duty is controlled according to the target coolant temperature as shown in FIG. 2.
FIG. 2 is a table showing target ECV duty according to a conventional target coolant temperature, and FIG. 3 is a graph showing control method 1 and control method 2 of FIG. 2.
The control method 1 controls to control the target ECV duty to the maximum (MAX) up to the target cooling water temperature of 115 ° C, and cuts off the compressor when the temperature reaches 117 ° C.
The control method 2 controls the target ECV duty to the maximum (MAX) until the target coolant temperature is 105 ° C, lowers the target ECV duty to 50% when the temperature reaches 110 ° C, and minimizes the target ECV duty when the temperature reaches 115 ° C. MIN) and control to cut off the compressor when it reaches 117 ° C.
However, the control method 1 has a disadvantage in that the air conditioner load (ECV duty maximum control) is continuously used even when the coolant temperature is continuously increased because the engine coolant is not properly cooled, which causes the coolant temperature to rise sharply. Since the compressor 1 is turned off quickly by reaching 117 ° C., which cuts off 1), it can create an unpleasant feeling for the occupant due to a sudden rise in the vehicle interior temperature, and there is a fear that an odor may occur.
In the control method 2, the method of controlling the target ECV duty in several steps by using only the coolant temperature of the engine does not follow the rising rate of the coolant temperature, and thus is not effective in preventing the continuous rise of the coolant temperature.
An object of the present invention for solving the above problems is to control the compressor to reduce the load of the engine as a way to prevent the coolant temperature of the engine rises sharply, when the coolant temperature of the engine reaches the target coolant temperature, By calculating the target ECV duty using the coolant temperature and the target air conditioner pressure, and controlling the compressor based on the calculated target ECV duty, it is possible to reduce the load on the engine and reduce the rate of increase of the coolant temperature, It is to provide a control method of the vehicle air conditioning apparatus that can prevent a sudden rise of the vehicle to prevent the discomfort of the occupants.
The present invention for achieving the above object, in the control method of the vehicle air conditioner to control the refrigerant discharge capacity of the variable displacement swash plate compressor by adjusting the duty of the ECV (electronic control valve), the cooling water temperature of the engine is the target In the first step S1 of determining whether the coolant temperature is reached and the determination result of the first step S1, if the coolant temperature of the engine reaches the target coolant temperature, the target ECV is determined using the target coolant temperature and the target air conditioner pressure. And a third step S3 of calculating the duty, and a third step S3 of controlling the compressor based on the target ECV duty after the second step S2.
The present invention uses a target coolant temperature and a target air conditioner pressure when the coolant temperature of the engine reaches the target coolant temperature when controlling the compressor to reduce the load of the engine as a method for preventing a rapid rise in the coolant temperature of the engine. By calculating the target ECV duty and controlling the compressor based on the calculated target ECV duty, it is possible to reduce the load of the engine to reduce the rate of rise of the coolant temperature, and to prevent the sudden rise of the cabin temperature. Unpleasant feelings can also be prevented.
1 is a cross-sectional view showing a typical variable displacement swash plate compressor;
2 is a table showing a target ECV duty according to a conventional target coolant temperature;
3 is a graph showing the control method 1 and the control method 2 of FIG.
4 is a flowchart illustrating a control method of the vehicle air conditioner according to the present invention;
5 is a table showing a target ECV duty according to a target coolant temperature and a target air conditioner pressure;
FIG. 6 is a graph illustrating the table of FIG. 5.
Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. In addition, the configuration of the compressor 1 will be described with reference to FIG. 1.
First, prior to explaining the control method of the vehicle air conditioner according to the present invention, the configuration of the air conditioner that is a cooling device of the air conditioner, the air conditioner, the compressor (1), the condenser (not shown), the expansion valve (Not shown) and an evaporator (not shown) are connected by the refrigerant pipe.
The compressor 1 is driven by receiving power from the engine to suck and compress the gaseous refrigerant discharged from the evaporator to discharge the gas to the condenser in a gas state of high temperature and high pressure.
The compressor (1) is a variable displacement swash plate type compressor (1), briefly described with reference to FIG. 1, a rotary shaft (2) installed inside the compressor (1) and rotated by driving of the engine, and the rotary shaft (2) is installed on the variable inclination angle is rotated with the rotating shaft (2) and the swash plate (5) connected to the plurality of pistons 6, and the inclination angle of the swash plate (5) for adjusting the refrigerant discharge capacity It is configured to include an ECV (electronic control valve) 10 to adjust the.
The ECV 10 is driven by electrical control and controls the pressure in the crank chamber 3 by controlling the flow rate while guiding the high pressure refrigerant discharged from the discharge chamber 4 to the crank chamber 3. When the pressure in the crank chamber 3 increases, the inclination angle of the
Accordingly, the inclination angle of the
On the other hand, since the compressor (1) is known, the description of the detailed configuration will be omitted.
The condenser heat-exchanges the high-temperature, high-pressure gaseous refrigerant discharged from the compressor (1) with the outside air to condense it into a liquid of high temperature and high pressure and discharge it to the expansion valve.
The expansion valve expands the high temperature and high pressure liquid refrigerant discharged from the condenser to be in a low temperature low pressure wet state and supplies the same to the evaporator side.
The evaporator receives evaporated refrigerant discharged from the expansion valve and evaporates the refrigerant, and the refrigerant supplied to the evaporator exchanges heat with air blown to the vehicle interior through a blower (not shown), thereby evaporating due to latent heat of evaporation of the refrigerant. The endothermic action cools the air discharged into the vehicle interior.
The duty of the compressor 1, that is, the duty of the
Therefore, the air conditioner load can be reduced more effectively by the method of associating the increase amount of the engine coolant temperature with the increase amount of the air conditioner pressure, thereby improving the cooling performance of the engine coolant.
Hereinafter, the control method of the vehicle air conditioner based on the above method will be described in detail.
First, a target coolant temperature and a target air conditioner pressure for reducing the duty of the
The target coolant temperature and the target air conditioner pressure are previously input to a controller (not shown), wherein the target coolant temperature is set to 90 ° C., 100 ° C., 105 ° C., 110 ° C., 115 ° C., and 117 ° C. as shown in FIG. 5. The target air conditioner pressure may be 17kgf / cm 2 , 19kgf / cm 2 , or 21kgf of air conditioner pressure close to a cut-off of the compressor 1 to prevent a sudden increase in the engine coolant temperature as shown in FIG. 5. / cm 2 , 23kgf / cm 2 , 25kgf / cm 2 , 31kgf / cm 2 .
Subsequently, a first step S1 of determining whether the coolant temperature of the engine has reached the target coolant temperature is performed.
As a result of the determination in the first step S1, when the coolant temperature of the engine reaches the target coolant temperature, a second step S2 of calculating the target ECV duty using the target coolant temperature and the target air conditioner pressure is performed.
The target ECV duty calculated using the target coolant temperature and the target air conditioner pressure in the second step S2 is shown in FIG. 5.
Subsequently, after passing through the second step S2, a third step S3 of controlling the compressor 1 based on the target ECV duty is performed.
Referring to the table of FIG. 5, the target ECV duty is decreased when the target coolant temperature is increased, and the target ECV duty is decreased even when the target air conditioner pressure is increased.
For example, assuming that the target air conditioner pressure increases at a target coolant temperature of 100 ° C, the ECV duty is controlled to MAX (95%) at a target air conditioner pressure of 17 kgf / cm 2 or less to maintain the maximum cooling performance in the vehicle. The air conditioner pressure gradually rises to 19 ~ 23kgf / cm 2 , and the ECV duty decreases to MID1 ~ MID2 (70 ~ 45%). When the target air conditioner pressure reaches 25kgf / cm 2 , the ECV duty reaches Min (38%). When the target air conditioner pressure reaches 31 kgf / cm 2 , the compressor 1 is cut off.
In addition, assuming that the target coolant temperature is increased at a target air conditioner pressure of 19 kgf / cm 2 , the ECV duty is controlled to MAX (95%) at a target coolant temperature of 90 ° C. or lower to maintain the maximum cooling performance in the cabin, and the target coolant temperature. Gradually rises to 100 ~ 110 ℃, and the ECV duty decreases to MID1 ~ MID2 (70 ~ 45%). When the target coolant temperature reaches 115 ℃, the ECV duty decreases to Min (38%) and the target coolant temperature When the temperature reaches 117 ° C., the compressor 1 is cut off.
Subsequently, after the third step S3, a fourth step S4 of determining whether the coolant temperature of the engine is greater than a target coolant temperature is performed.
As a result of the determination of the fourth step S4, when the coolant temperature of the engine is greater than the target coolant temperature, a fifth step S5 of controlling the compressor 1 by reducing the target ECV duty is performed.
That is, as described above, when the current coolant temperature of the engine becomes larger than the target coolant temperature, the target ECV duty is reduced. Reducing the target ECV duty lowers the refrigerant pressure, which can lower the target air conditioning pressure and reduce the rate of rise of the target coolant temperature. This reduces the load on the air conditioner and consequently reduces the load on the engine.
Subsequently, after the fifth step S5, a sixth step S6 of determining whether the coolant temperature of the engine is smaller than the target coolant temperature is performed.
As a result of the determination in the sixth step S6, when the coolant temperature of the engine is smaller than the target coolant temperature, a seventh step S7 of controlling the compressor 1 by increasing the target ECV duty is performed.
That is, in the seventh step S7, when the current coolant temperature of the engine becomes lower than the target coolant temperature, the target ECV duty is increased to maintain a general normal control state.
Meanwhile, in the fifth step S5, the target ECV duty is gradually decreased as the target coolant temperature is increased, and the compressor is cut off when the coolant temperature of the engine is equal to or higher than the set value (117 ° C.). do.
The fourth step (S4) to the seventh step (S7) described above is a control method for the case where the coolant temperature of the engine is larger or smaller than the target coolant temperature, in another embodiment the air conditioner pressure is greater than the target air conditioner pressure The same control is applied to the case or small case.
The fourth step (S4) to the seventh step (S7) according to another embodiment are as follows, will also be described with reference to FIG.
That is, the first step S1 to the third step S3 are the same as those described above, and after the third step S3, determining whether the air conditioner pressure is greater than the target air conditioner pressure S4. ),
As a result of the determination in the fourth step S4, when the air conditioner pressure is greater than the target air conditioner pressure, a fifth step S5 of controlling the compressor 1 by reducing the target ECV duty is performed.
That is, when the current air conditioner pressure becomes greater than the target air conditioner pressure, the target ECV duty is reduced. Reducing the target ECV duty lowers the refrigerant pressure, which can lower the target air conditioning pressure and reduce the rate of rise of the target coolant temperature. This reduces the load on the air conditioner and consequently reduces the load on the engine.
Subsequently, after the fifth step S5, a sixth step S6 of determining whether the air conditioner pressure is lower than the target air conditioner pressure is performed.
As a result of the determination in the sixth step S6, when the air conditioner pressure is lower than the target air conditioner pressure, a seventh step S7 of controlling the compressor 1 by increasing the target ECV duty is performed.
That is, in the seventh step S7, when the current air conditioner pressure becomes lower than the target air conditioner pressure, the target ECV duty is increased to maintain a general normal control state.
Meanwhile, in the fifth step S5, the target ECV duty is gradually decreased in accordance with the increase in the target air conditioner pressure, and the compressor 1 is cut off when the air conditioner pressure is equal to or greater than the set value (31 kgf / cm 2 ). Off).
6 is a graph showing the target ECV duty according to the target coolant temperature and the target air conditioner pressure. As shown, the target coolant temperature increases from 90 ° C. to 115 ° C., and the target air conditioner pressure is 17 kgf / cm 2 to 25 kgf / cm. When increasing to 2 , the target ECV duty (solid blue line) decreases gradually to MAX (95%), MID1 (70%), MID2 (45%), MIN (38%), and the target coolant temperature decreases. It can be seen that the compressor is cut-off when reaching 117 ° C. or when the target air conditioner pressure reaches 31 kgf / cm 2 .
As such, the present invention may be effective in cooling the coolant of the engine by calculating the target ECV duty using the target coolant temperature and the target air conditioner pressure and controlling the compressor 1 through it.
That is, in FIG. 6, the red solid line (invention) and the red dotted line (conventional) are rising curves of the coolant temperature, and it can be seen that the engine coolant temperature (solid red line) of the present invention is lower than the conventional engine coolant temperature (red dot). And, this means that the increase rate of the engine coolant temperature is reduced through the control method of the present invention, and reducing the rise rate of the engine coolant temperature is to reduce the heat load of the engine can improve the cooling performance of the coolant.
1: compressor 2: rotary shaft
3: crank chamber 4: discharge chamber
5: swash plate 6: piston
10: ECV
Claims (7)
A first step S1 of determining whether the coolant temperature of the engine has reached the target coolant temperature, and
A second step S2 of calculating a target ECV duty using the target coolant temperature and the target air conditioner pressure when the coolant temperature of the engine reaches the target coolant temperature as a result of the determination in the first step S1;
After the second step (S2), comprising a third step (S3) for controlling the compressor 1 based on the target ECV duty,
In the second step (S2), the target ECV duty of the target ECV duty is lowered step by step as the target coolant temperature is increased, and at the same time as the target air conditioning pressure is increased, the target ECV duty of the vehicle air conditioner, characterized in that for controlling step by step Control method.
After the third step S3, a fourth step S4 of determining whether the coolant temperature of the engine is greater than the target coolant temperature is performed.
When the coolant temperature of the engine is greater than the target coolant temperature as a result of the determination in the fourth step S4, the fifth step S5 of controlling the compressor 1 by reducing the target ECV duty is performed. Control method of the device.
After the fifth step S5, a sixth step S6 of determining whether the coolant temperature of the engine is smaller than the target coolant temperature is performed.
When the coolant temperature of the engine is smaller than the target coolant temperature as a result of the determination in the sixth step S6, the seventh step S7 of controlling the compressor 1 by increasing the target ECV duty is performed. Control method of air conditioning unit.
In the fifth step S5, the target ECV duty is gradually decreased in accordance with the increase in the target coolant temperature, and the compressor 1 is cut off when the coolant temperature of the engine is equal to or higher than a set value. Control method of a vehicle air conditioning apparatus.
After the third step S3, a fourth step S4 of determining whether an air conditioner pressure is greater than a target air conditioner pressure is performed.
As a result of the determination in the fourth step S4, when the air conditioner pressure is greater than the target air conditioner pressure, a fifth step S5 of controlling the compressor 1 by reducing the target ECV duty is performed. Control method.
After the fifth step S5, a sixth step S6 of determining whether the air conditioner pressure is smaller than the target air conditioner pressure is performed.
As a result of the determination in the sixth step (S6), if the air conditioner pressure is less than the target air conditioner pressure, the air conditioner for a vehicle, characterized in that to perform a seventh step (S7) to control the compressor 1 by increasing the target ECV duty Control method.
In the fifth step S5, the target ECV duty is gradually decreased in accordance with the increase in the target air conditioner pressure, and the compressor 1 is cut off when the air conditioner pressure is equal to or greater than a set value. Control method of air conditioning unit.
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| KR1020140050563A KR102032260B1 (en) | 2014-04-28 | 2014-04-28 | Control method of air conditioner for vehicle |
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| KR1020140050563A KR102032260B1 (en) | 2014-04-28 | 2014-04-28 | Control method of air conditioner for vehicle |
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| KR102032260B1 true KR102032260B1 (en) | 2019-10-16 |
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| KR102518592B1 (en) | 2018-07-24 | 2023-04-05 | 현대자동차 주식회사 | System and method for controlling compressor of cold-start vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002096628A (en) | 2000-09-22 | 2002-04-02 | Sanden Corp | Air conditioner for vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH05116529A (en) * | 1991-10-25 | 1993-05-14 | Fuji Heavy Ind Ltd | Method of controlling vehicle air compressor |
| JPH06297937A (en) * | 1993-04-08 | 1994-10-25 | Nippondenso Co Ltd | Air-conditioning control device |
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Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002096628A (en) | 2000-09-22 | 2002-04-02 | Sanden Corp | Air conditioner for vehicle |
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